Journal stop for railroad car axles



M h 27, 1962 K. A. KLINGLER 3,027,204

JOURNAL STOP FOR RAILROAD CAR AXLES Filed Nov. 17, 1958 2 Sheets-Sheet 1 INVENTOR.

L /dr/Mky/er, 22 4 r? fa/"Z er March 27, 1962 K. A. KLINGLER JOURNAL STOP FOR RAILROAD CAR AXLES 2 Sheets-Sheet 2 Filed Nov. 17, 1958 United States Patent Gfifice 3,027,204 Patented Mar. 27, 1962 3,027,204 JOURNAL STOP FOR RAILROAD CAR AXLES Karl A. Klingler, 111 S. Wright St., Naperville, Ill. Filed Nov. 17, 1958, Ser. No. 774,330 7 Ciaims. (El. 303-38) My invention relates to a journal stop for railroad car axles and has for one object to provide a stop which may be applied to the outboard end of the journal after the journal is inserted in the journal box.

Another object of my invention is to provide a stop which can be applied to the journal without special tools, by relatively unskilled labor and which requires no change in 'or additions to the journal and the box.

Another object of my invention is to provide a stop which can be applied after the journal is in place, to limit axial and radial displacement of the journal in the box without interfering with the normal functioning thereof.

Another object of my invention is to provide a stop which will also inhibit splashing of free lubricant against the journal box door.

Other objects will appear from time to time in the specification and claims.

My invention is illustrated in the accompanying drawings wherein:

FIGURE 1 is a detailed fragmentary section along line 11 of FIGURE 2 through a journal box, showing the end of the journal in elevation and my stop in section;

FIGURE 2 is a section along the line 2-2 of FIG- URE 1;

FIGURE 3 is a detail elevation of the end of the journal, with a modified form of stop in section;

FIGURE 4 is a section along the line 44 of FIGURE 3 on a reduced scale;

FIGURE 5 is a side elevation in part section of a modified form of my device;

FIGURE 6 is a section along the line 6-6 of FIGURE 5 with parts in elevation;

FIGURE 7 is a side elevation in part section of a further modification;

FIGURE 8 is a section along the line 88 of FIGURE 7 with parts in elevation.

Like parts are indicated by like characters in the specification and drawings.

The usual type of railroad car axle journal box 1 has hinged lugs 2 to support a door, not shown, closing the outboard opening 3. The axle enters the inboard end of the journal box through the usual opening and terminates in the journal 4, which is flanged at 5 at its outboard end. The journal 4 is of smaller diameter than the axle and the flange 5. The brass or bearing 6 rides on the journal between the flange 5 and the larger diameter portion of the axle. The wedge 7 is interposed between the brass 6 and the top of the box, so that the weight of the car applied to the box, is applied through the wedge and brass to the journal 4.

The annular stop ring 8 makes a close fit about the outer periphery of the flange 5, is interiorly flanged at 9 to engage the end face of the journal flange, and is troughed at 10 to receive an elastomeric cushion ring 11.

Radial bosses 12 are located about the periphery of the stop ring. Beneath each such boss is a keyway 13, open to the inner periphery of the stop ring. Parallel sided, tapered keys or Wedges 14 engage the outer periphery of the flange 5, being curved on their inner faces to fit the curvature of the flange, and tapered on their outer faces to conform to the taper 15 of the floor of the keyway. Integral screws 16, nuts 17, and washers -18 permit the tapered wedges 14 to be drawn outwardly to positively clamp the stop ring 8 on the flange 5.

The molded cushion ring 11 seats in the channel 10,

being relieved at the bosses 12 so that the outer periphery of the cushion 11 is cylindrical.

The armor ring of metal 19 encircles and snugly fits the outer periphery of the cushion ring 11, being held in place thereon by radial tabs 20 extending on opposite sides from the armor ring and bent down into contact with the sides of the cushion ring.

Radial displacement of the journal is limited by contact of the armor ring with the inner walls of the box, the armor furnishing a protection to inhibit damage to the cushion by rotating contact with the rough wall of the box in the event of excessive axial displacement. The metal ring, when contact occurs, tends to distribute the pressure along the periphery of the cushion ring.

The modified form of FIGURE 3 differs from that of FIGURE 1 in the omission of the elastomeric ring and its associated elements. In this case, the stop ring 21 has an integral flange 22, the diameter of which is the same as the diameter of the armor ring 19 of FIGURE 1.

The clamping action of the tapered wedges on the flange 5 is suflicien-t to prevent movement of the rings 8 or 21 with respect to the journal, so that when longitudinal displacement of the journal takes place with resultant contact of the end of the brass with the flange 5, the rings 8 or 21 provide increased area of contact with the brass, and if the ring is applied to a flange which for one reason or other is worn away, as shown in dotted lines at 23, the ring will tend to take the end thrust and thus assist in centering the brass on a journal which otherwise might have to be discarded because of too great end play.

In the modified form of stop ring shown in FIGURES 5 and 6, the radially slotted ring 24 is flanged at 25 to engage the end of the journal, and has an inner diameter such that it can be assembled on the flange 5. The two sides of the ring 24 are joined by integral bridge blocks 26, the ring being slotted between adjacent blocks. Each block on its underface conforms to the curvature of the ring and is axially grooved at 27 to receive the holding hook bolt 28, the hook bolt being adapted to engage the inner radial face of the flange 5 and to be held thereagainst by the nut 29, which engages the outboard side of the ring 24. The ring 24- overhangs the flange 5 at a distance not less than the axial thickness of the hook 30 on the hook bolt 28 so that the brass upon axial movement of the journal contacts the end of the ring 24, without interference by the hook 30. 31 is an elastomeric cushion ring encircling and socketed in the ring 24, the inner periphery of the elastomeric ring 31 projecting sufficiently inwardly radially through the inner face of the ring 24, to make a snug contact with the outer periphery of the flange 5 and compensate for variations in the diameter of the flanges on difierent axles.

32 is a metal armor ring enclosing the outer periphery of the cushion ring 31 and snugly fitting the sides thereof, the inner diameter of the ring 31 being less than the outer diameter of the ring 24, so that when radial pressure is applied to the armor ring 32, the cushion ring 31 will be compressed without contact of the rings 31 and 24. The cushion ring is molded to receive the bridge elements 26 but is about its outer periphery, uniformly cylindrical.

In the modified form shown in FIGURES 7 and 8, the annular ring 35 is apertured to receive the T-bolts 36, on which are threaded nuts 37. Each bolt contacts the outer periphery of the flange 5. Each head contacts the inboard radial face of the flange 5 and the ring 35 contacts the end of the axle. 38 is an elastomeric cushion ring engaging the outer periphery of the flange 5, molded to enclose the shanks of the screws 36. The outer radial ends of the Ts of the bolts 36 engage and are associated with the inboard side of the elastomeric cushion ring 38. 39 is an armor ring generally U-shaped in cross section, enclosing the cushion ring 38. It is cut away at 49 to receive and extends slightly beyond the inboard ends of the T-bolts 36, so as to present a smooth surface perpendicular to the axis of the journal for contact with the brass, such surface being broken only at the few places where the T heads are present. Tightening the nuts on the T hooks clamps the annular ring 35 together with the elastomeric cushion ring 38 in position, the outer radial ends of the T-bolts applying pres sure to the inboard side of the elastomeric ring, and thus to the armor ring 39 to hold the parts all together in working position.

The use and operation of my invention are as follows:

With the box jacked up and supported apart from the wheel, the axle Will be inserted through the inboard opening in the box, as in FIGURE 1. The brass will then be placed upon the journal, and the wedge will be put in place so that the weight of the car, through the box may be applied to and supported by the journal. The aperture in the inboard end of the box is just big enough to permit entrance of the flanged journal, but there is ample clearance between the journal and the box for the brass and the wedge, which may be put in place through the opening on the outboard end of the box. The box has room for lubricating oil, and for any suitable lubricating mechanism.

Then, my stop ring is inserted through the open end of the box and applied to the flange at the outboard end of the journal by tightening up on the tapered wedges or hook bolts until a firm and positive seat is accomplished.

If, as frequently happens, sudden jolts tend to cause relative radial displacement of journal and box, the stop ring will contact the side'of the box before radial displacement sufiicient to displace the journal or the wedge from their Working position can occur.

The cushion is desirable because it assists in cushioning the blow, and stopping vibration, but may be omitted. The stop ring furnishes a positive limit to radial displacement of journal and box, and since it increases the effective diameter of the flange at the-outboard end of the journal, inhibits the danger of the brass, under conditions of extreme displacement, escaping over the end of the flange.

My invention is especially applicable where free oil, rather than oil soaked waste is found in the box. Such free oil tends to splash out against the door of the box and to leak away. My ring, increasing the diameter of the axle flange, tends to deflect oil and decrease the splash effect against the door.

The clearance between the axle and the opening in the inboard end of the box is much less than the clearance between the flange at the outboard end of the journal and the box walls, because it is necessary, in order to avoid loss of oil and entrance of dirt at the inboard end, to have the opening small, so my stop ring, which is of greater diameter than the opening at the inboard end, makes it possible to have the clearances between both ends of the box and the axle generally uniform, thus inhibiting angular displacement of box with respect to the journal.

'Since the stop ring assembly, with or without the elastomeric cushion is rigidly clamped on the end of the axle to in effect increase the outer diameter of the end flange, it is effective to limit both axial and radial movement of the journal in the box. Radial movement is limited by contact of the stop ring with the inner wall of the box. Axial movement is limited by contact of the end of the brass with the stop ring.

I claim:

1. A stop for railroad car axle journals comprising a removable ring adapted to encircle the outer periphery of the journal end flange and means for holdingthe ring rigidly in place on the flange comprising tapered wedges 4 socketed in the ring, in frictional engagement with the periphery of the flange, and means for axially displacing the wedges to exert radial pressure between the ring and the flange, reinforcing bosses projecting from the ring in radial alignment with the wedges.

2. A stop for railroad car axle journals comprising a removable ring adapted to encircle the outer periphery of the journal end flange and means for holding the ring rigidly in place on the flange comprising tapered wedges socketed in the ring, in frictional engagement with the periphery of the flange, and means for axially displacing the wedges to exert radial pressure between the ring and the flange, reinforcing bosses projecting from the ring in radial alignment with the Wedges, the ring being exteriorly grooved between the bosses, an elastomeric cushion encircling the ring, socketed in the groove and interiorly recessed to receive the bosses.

3. A stop for railroad car axle journals comprising a removable ring adapted to encircle the outer periphery of the journal end flange and means for holding the ring rigidly in place on the flange comprising tapered wedges socketed in the ring, in frictional engagement with the periphery of the flange, and means for axially displacing the wedges to exert radial pressure between the ring and the flange, reinforcing bosses projecting from the ring in radial alignment with the wedges, the ring being exteriorly grooved between the bosses, an elastomeric cushion encircling the ring, socketed in the groove and interiorly recessed to receive the bosses, a relatively thin cylindrical armor ring encircling the cushion and means for holding it on the cushion.

4. A stop for railroad car axle journals comprising a removable ring adapted to encircle the outer periphery of the. journal end flange and means for holding the ring rigidly in place on the flange comprising tapered wedges socketed in the ring, in frictional engagement withthe periphery of the flange, and means for axially displacing the wedges to exert radial pressure between the ring and the flange, reinforcing bosses projecting from the ring in radial alignment with the wedges, the ring being exteriorly grooved between the bosses, an elastomeric cushion encircling the ring, socketed in the groove and interiorly recessed to receive the bosses, at relatively thin cylindrical armor ring encircling the cushion and means for holding it on the cushion means including a plurality of integral fingers projecting from the armor ring bent inwardly toward the axis of the ring engaging opposite sides of the cushion.

5. A stop for railroad car axle journals comprising a removable ring having a cylindrical inner face adapted to encircle the outer periphery of the journal end flange and means for holding the ring rigidly in place on the flange comprising tapered wedges socketed in the ring, in frictional engagement with the periphery of the flange, and means for axially displacing the wedges .to exert radial pressure between the ring and the flange, the inner periphery of the ring being recessed to receive the tapered wedges.

6. A stop for railroad car axle journals comprising a removable metallic ring adapted to encircle the outer periphery of the journal end flange, the ring being interiorly channeled, an elastomeric cushion ring filling the channel extending inwardly therefrom to engage the end flange, holding means spaced about the periphery of the ring extending axially with respect thereto located inside the outer and outside the inner periphery of the ring, said holding means engaging and exerting axial pressure on opposite edges of the end flange.

7. A stop for railroad car axle journals comprising a removable metallic ring adapted to encircle the outer periphery of the journal end flange, the ring being interiorly channeled, an elastomeric cushion ring filling the channel extending inwardly therefrom to engage the end flange, holding means spaced about the periphery of the ring extending axially with respect thereto located inside the outer and outside the inner periphery of the ring, said holding means engaging and exerting axial pressure on opposite edges of the end flange, the holding means including hook members engaging one face of the flange, a ring engaging the other face of the flange and means for exerting pressure to draw them together against the flange.

References Cited in the file of this patent UNITED STATES PATENTS 242,841 Paul June 14, 1881 6 Garton July 7, 1885 Wood et a1. June 2, 1908 MeReynolds Feb. 18, 1913 Gee Apr. 29, 1913 Tapanelian Sept. 8, 1942 Wright et al. Oct. 7, 1958 FOREIGN PATENTS Great Britain 1888 France July 27, 1931 

